Locomotive trailing-truck.



W. E. WOODARD.

LoGoMoTIvE TRAILING TRUCK.

APPLICATION FILED MAB. 6, 1914.

1,101,227. 1 Patented June 23, 1914 3 SHEETS-SHEET l.

W. E. WOODARD.

LocoMoTIvB TRAILING TRUCK.

APPLICATION FILED MAR. 6, 1914.

1,101,227. Patented June 23, 1914. 3 SHEETS-SHEET 2.

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W. E. WOODARD.

LOCOMOTIVE TRAILING TRUCK.

APPLIGATION FILED 111111.11, 1914.

Patented Jane 23, 1914 3 SHEETS-SHEET 3.

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speoicaaon of Letters raient.

Patented June 2?, delle;

To a'Z-'Z 'whom t may concern L' Be it known that I, WiLLiAM E. Woonends, by a transverse rear traine member, 4, to the forwardly projecting ends of which Ano', of scheneetady, in 'the county of Scliel they are secured by bolts, Il, and the frame is nectady and State of New York, have invent- 'ed a certain new and useful Improvementin 4'llocomotive Trailing-Trucks, ot which improvement the following is a specification.

My invention relates to outside journal 'radialtrailing trucks for locomotives, and

completed two radius bnr inelnbe'rs,'5. the rear ends of which are secured by bolts, 5a, to the forward jaws of the pedestal members, and which extend forwardly and inwardly therefrom to 'a center pin socket, 6, to which they are secured by bolts, (il. The

its object is to provide, in a trucli 'ot' such l center pin socket is coupledby a center pin,

type, simple, inexpensive, and positive cen- 5 7, to a bracket,y 8, secured y bolts, 8a, to a teringmeans, by which sliding surfaces and l c'ross tie, 9, connected, at its ends, to the side centering springs are dispensed with; and frames, 10, of the locomotive on which the which embodies a continuous equalizer system from the driving spring equalizers to the rear connections of the truck springs, by

- which the latter may be shortened and located nearer to the -'wheels and greater vertical clearance afforded, and the transfer of weight between Athe truck frame and the main frame of the locomotive, be eiected at ypoints directly adjacent to and in rear of the back ends of the truck springs.

the

p The improvement :claimed is hereinafter` fully set forth.

In the accompanying drawings: Figure 1 traili-n truck, illustrating an embodiment ofl my `invention; Fig. 2, a ,half'planview of the same.; Fig. 3, 'a view, the left hand half han , locomotive frames.

The portion of the Weight of the locoinotive which is carried by the truck, is supported on the axle, 3, through the intermediati'on of springs, 13, which bear directly l 'on the crowns of the journal boxes, Q, and move laterally with them and with the is a side view, in elevation. of a locomotive i2-l. are coupled tio the rear frame members,

i l, by rear spring hangers, 13, and the front end of each of the springs is coupled, b`y a of which is a vertical transverse section in 1 (plane 'of the truck axle, and the right half, 'a rear elevation; Fig.v 4, a side i view, partly in section, and on an enlarged scale, of aportion of the upper cross 'equali'z'er; Fig. '5, a vertical transverse section, on,

asimilar scale, through Va truck equalizer',

- andit's support, on the lin'e a a of Fig. 1;

, wheeled 'radial locomotive trailing truck,`

-Figii, a vertical longitudinal section through the bearings 'of one of the rockers, on the line b b of Fig'. 2; and, Fig. 7, a vertical transverse section through the same,

on the line c -@fof Fig. 6.

Referringto tlie drawings, my invention is herein exemplified as applied in a two the frame of which is substantially triangular Ain plan, and comprises two pedestal members, l, each of which constitutes part of one side of the frame, and-is formed with vert-ical jaws, between which 1s fitted one of.

, the journal boxes,v 2, in which the journals,

. are connected one to theotheniat their rear- 3a, of 'the truck axle` 3,1"dtate, saidaxle having truck-wheels, 3b, secured upon- 1t, in the usual manner. The pedestal members frontspring hanger, 13b, to the rear end of one 'of a 'pair of truck equalzers` 14, each ot which is pivoter] 'on the adjacent supplemental rear locomotive frame inember, 10,

as hereinafter described, and which extends forwardly an'dinwardly. The rear ends of` the equalizer's 'are fitted to Work in guides,

14., which are secured to the radius bar "spring equalizer-` 15, 'extending across the main fraines,l10 behind therearmostl pedestal jaws, 10b,"thereof.` The equalizer, 15, is coupled, byiha'irgers, 16, to the springs, 17, ofthe rear driving 'axle ofthe locomotive.

Instead ot being connected to the locomotive traine members by .pin bearings as inl ordinary practice, the truck equ'alizers, 14, 'are V-pi'voted thereon by ball or universal' joints,

which permitimovement of thev equalizers in bot-hvertibal anti horizontal planes, Within the range of the movement of the truck about the axial line of the center pin, 7. For this purpose, bearing brackets, 18 are secured, by bolts, 18, to the supplemental rear locomotive frame members, 10, said bearing brackets extending around the truck equalizers, 14, and being suitably recessed to tit and rest on universal joint bearings, 19. which are in the form of segments of spheres, and are fitted in recesses in the tops of the equalizers, as shown in Fig. 5 a plurality of recesses being provided in each equalizer, to enable adjustments of the weight on the truck to be made, if necessary, after the construction of the locomotive. ln order to admit of such movement of the lower ends of the forward hangers, 14:, of the truck equalizers, as may be required by the lateral movements of the truck frame, spherical faced bearings, 14e, are, as shown in Fig. 4, lfitted on said hangers,'adjacent toA their upper ends, said bearings tting in corresponding seats on the transverse equalizer, 15, and being held in position on the hangers by nuts, 14d. The openings in the equalizer, 15, through which the hangers, lll-b, pass, are in the form of a frustum of a cone, the major diameter of which is at the bottom of the equalizer, thereby permitting any required degree of angular movement of the hangers from their normal vertical positions. Lateral movement of the equalizer, 15, under the influence of vertical angularity of the hangers, 14", is prevented v by guides, 15, secured to the main frame members, 10, between the jaws of which guides, the equalizer, 15, is fitted, adjacent to its ends.

The ordinary means of providing" the necessary resistance to the lateral movements of radial trucks, and returning them to normal central position in passing from a curve to a tangent of the track, consists in a centering spring mechanism interposed between the truck frame and the main frame. This construction is subject to the objection, in practical service, of liability to disarrangement from failure of the springs or connecting members. To obviate this objection, as well as to provide a resistance to the lateral movements of the trailing truck which is.

automatically proportioned to the weight which it carries, my present invention substitutes for the usual centering spring mechanism, a gravity centering mechanism, the preferred form of which, as shown in the drawings. accords in principle with that of the swing bolster centering mechanism set forth in Letters Patent ofthe United States N o. 1,060,222, granted and issued tome under date of April 29, 1913. As applied herein, the gravity centering mechanism comprises, on veach side'of the truck, an upper: rocker bearing, 20, which` is secured to a bracket, 21, connected by bolts, 21, t0

the adjacent supplemental rear locomotive frame member, 10a; a lower rocker bearing,r

secured to the rear truck frame member, 4; and an interposed rocker, 23, having two semi-cylindrical lower ljournals, 23, each fitting a corresponding transverse groove in the lower rocker bearing, 22. The upper faces of the rockers are upwardly and inwardly curved from their ends to their middle planes, and abut against correspondingly inclined or V shaped faces on the lower sides of the upper rocker bearings, 20. The rockers are adapted to swing about the axes' of their journals, 23a, in either direction, in accordance with the movements of the truck frame, to which the inclined bearing faces, under the gravity of the load, oppose a resistance which is at all times positive, and

which may be made increasing, decreasing, or constant, by changes in the angle or contour of the bearing surfaces.

It will be obvious that my invention is not limited to the application of the specific form of ravity resistance mechanism above describe which is not, in and of itself, herein claimed as new, and that any other mechanism which permits relative movement, under resistance imposed by gravity,

between the truck frame and the locomotive Y frame, as, for example, roller bearings or sliding plates, mayl be interposed between said frames, in rear of the truck axle, without departure from the spirit and operative principle of my invention.

The provision of universal joi-nt bearings for the truck-equalizers enables a continuous equalizer system to be institued, from the driving spring e ualizer to the rear connections of the truc springs, without necessitatin the use of sliding seats or fulcrums to it of the radial movements of the truck. The rear ends of the truck equalizers being held in position by guides on the truck frame, and consequently following the movements of the truck, these equalizers vare always maintained in alinement with the forward ends ofthe truck springs. The construction herein set forth allows the truck sprin s to be located at a. minimum distance outsi e of the wheels, and also to be made shorter` than in the ordinary construction, as no clearance for the swinging of the truck members, relativeleto the springs or spring hangers, needs to provided for. Greater vertical clearance above the tops of the truck springs than is ordinarily practicable, is also admissible, by reason of the fact .that the truck springs are set directly on the tops of the journal boxes, and the amount of vertical clearance is minimized.

A substantial advantageof my reved. construction obtains from the-factlfjat'fthe transfer of weight between'the @99m-@ive .1

springs. The truck frame is thereby relieved from excessive load, and bearing points are provided for the superstructure of the locomotive at approximately the same transverse centers as the truck springs and adjacent to the rear end of the locomotive, insuring stability of the superstructure by reason of the substantial distance apart at which the bearing points are spaced.

I claim as my invention and desire to secure by Letters Patent:

l. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted thereto, and a gravity centering mechanism interposed between said main and truck frames and adapted to oppose re` sistance to lateral movements of the truck frame. i

2. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted at its front end thereto, an axle and wheels supporting said truck frame, and a gravity centering mechanism interposed between the main and the truck frame, on the rear side of the truck axle, and kadapted to oppose resistance .to lateral movements of the truck frame.

3. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted thereto, upper and lower rocker bearings xed to the main and to the truck frame, respectively, and rockers journaled in the lower bearings and abutting on oppositely inclined -faces on the upper bearings.

4. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted at its frontl end thereto, an axle and wheels supporting said truck frame, journal boxes mounted on said axle, springs interposed between said journal boxes and the truck frame, and a gravity centering mechanism through whic weight is transmitted from the main frame to the truck frame, in rear of and adjacent to the truck springs. l

5. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted thereto, an axle and wheels supporting said truck frame, journal boxes mounted on said axle, springs carried directly on said journal boxes, an equalizer connected to the to the truck springs and pivoted on the main frame, hangers coupled to the truck equalizers, and universal joint connections between said hangers and the main frame equalizer.

7. In a locomotive engine, the combination of a main frame, a radial truck frame pivoted at its front end thereto, an axle and wheels supporting said truck frame, journal boxes mounted on said axle, springs interposed between said journal boxes and the truck frame, an equalizer extending transversely over the main frames and coupled to springs of the locomotive, equalizers coupled to the truck springs and pivoted on the main frame, hangers coupled to the truck equalizers and mainframe equalizer, and guides tixed to the main frame and engaging the main frame equalizer, whereby lateral movements thereof in radial movements of the truck frame are prevented.

WILLIAM E. WOODARD.

Witnesses:

HERVEY G. PHELPs, WILLIAM D. GRANT. 

